Simplex



Aug. 24, 1926 A. L. RUTHVEN SIMPLEX TRAIN CONTROL atfozvlcq .i m 1i. k QQ Mu w 5 Sheet Aug. 24,1926. 1,591,545

' A. L. RUTHVEN SIMPLEX TRAIN CDNTROL Filed Feb. 14. 1923 5 Sheets-S est 3 Aug, 24 1926.

A. L. RUTHVEN SIMPLEX TRAIN CONTROL 5 Sheets-Sheet 3 an jvwzn rom A L. R UTHVEN,

Filed Feb. 4.

Aug 24 A. L. RUTHVEN SIMPLEX TRAIN CONTROL gnue'nfom: f\ LRuTm/EN,

5 Sheets-Sheet 4 Fild Feb. 14.

Aug, 24, 1926.

A. L. RUTHVEN SIMPLEX TRAIN CONTROL 5 Sheets- Sheet 5n- Filed Feb. 14 1923 Patented Aug. 24,11532'522 id it assists rarest entice;

ALFRED L. nurnvnn, or new Yon-1:, nssrenon TO UNION snvrrnnic TRAIN contra-0L 00., inc, or noonnsraa, new roan, A oonronArioiv or 'DELA- a WARE Application filed February The present invention relates to train controlling apparatus, and aims to provide novel iinproveinentsin such apparatus to enhancethc utility and efficiency thereof.

Another object of the invention is the provision of a run-down deviceoperable when passing a Controlling station .of the track for obtaining an ultimate vehicle condition, such as a danger or train stoppingcondition, in combination with other meansoperable, when passing the controlling; station, for avoiding or setting aside such condition and obtaining another vehicle condition, such as cautio or clear.

Another object is the utilization of a nonmagnetic rail section at the controlling station, with a rail responsive device on the vehicle, for-hrinn'ing-the run-down device into operation, with other control elements on the track associated withsaid rail section for obtaining theothcr condition or conditions, thereby assuring of a danger or vehicle retardinn condition. although the other control elements fail to function,

' and providing for other advantages as hereinafter more fully pointed out.

A further object is the provision of novel means for obtaining clear or caution vehicle conditions when passing: a controlling station, to set aside or eliminate the vehicle stopping or danger condition.

A furtherabject is the provision of novel means for controlling the speed of the train or vehicle under caution and danger or similar conditions, enabling different maximum speeds to be enforced for such differentconditions.

movable parts, with means whereby the failure of the spring, due to the breakage, removal or weakening thereof, will produce danger condition in the vehicle equipment, to, give signal or to retard the ehicle,

SIMPLEX intern ooivrnon.

14, 1923. se iaino. 618,989.

A still further-object is the provision of means enabling the vehicle equipment to be controlled, when passing longrsections iof nonmagnetic rail, for suspending the clan.

ger or stopping condition, which would otherwise occur WlilllOHlJ OilllQl control elementsto reset the run-down device; such means enabling the train to pass long non magnetic rail sections,i,either in or out of the protected portion of the track. without unnecessary stops of the vehicle and without using control elements at intervals alongvthe understood that changes can be made within the scope of what is claimed, without .de parting from the spirit of the invention.

The invention is illustrated in the accom panying drawings, whereina ,7

Figure 1 is a diagranimatical viewof the first form of apparatus, using a non-magnetic rail section at eachcontrolling station and electro-magnets or inductors associated with said rail section.

Fig. .2 is a diagrammatical view of a second form of apparatusutilizingisolated or insulated rail sections in connection with the non-magnetic rail section.

Fig. 3 is a diagraminatical view showing a third form of apparatus using a ramp in connection with the non-magnetic rail sec tion. i at is a diagrammatical view ofxa fourth form of apparatus using a ramp in place of a non-magnetic rail section, and,

means combined with the 'ramp for obtain inn different vehicle conditions. 7

Fig. 5 is a diagrammatical View of a fifth form of apparatus showing the use of noir I Brief outline of apparatus.

The present apparatus is operable wheneVerpassing a control station of the track forproducing, in a positive and reliable ,manner,:a;condition in the vehicle-equipment resulting in the'automatic stopping or retarding-of the train or vehicle, Wlbh means operable, when track elements are properly set oroperative and when the severaldevices are functioning properly, to avo d the stop ping of the train and to establish either a clear or a caution condition. lVhen a clear condition is established, by eliminatingthe train stopping condition, the train can pro ceed without restriction, and when a caution condition is obtained, the train must then proceedbelow a predetermined speed. The vehicle equipment operates, 111 the absence of a clear or caution condition being established, to stopthe train, in which event a device operates automatically to then permit the train to proceed at a restricted speed less than the speed permitted under caution control, so-thattafter having come to a stop, the train can move ahead slowly. This will permitthe train to'proceed at a slow speed after a danger signal, which may be necessary or advisable, but the speed is so restricted that a stop can Ebe made quickly. Also, when proceeding under danger speed control another stop is enforced if the allotted speed is exceeded. hen-the train is proceeding under either caution or danger speed control such control is maintained through the block, and will be continued into the next block if the track and train elements fail to cooperatein passing the next controlling station, thereby requiring at least the caution signalling element on the track to bein operative condition to eliminate the speed controlo'f the train. The resetting of the vehicle equipment is therefore dependent on the response of the vehicle or train equipment to-the-track device, and the several elements or devices of the apparatus are so coordinated and synchroni zed that false clear conditions are practically impossible, and assurances "had of caution or dangerindications being obtained should there be vital failures in'the apparatus. The danger-vehicle or stopping condition. is obtained by a run-down device being established when passingnon-mag netic crossings, frogs and switch points, or other short non-magnetic sections in ,the ralls.

Normal running circuit. 1

Reference being had to the apparatus shown inFig. 1, the; vehicle equipment includes an electromagnet 11 which controls an air valve or other device, so that when said magnet is deenergized the brakes are applied, thesteam, electrical or other power shut off, or both, so that such magnet must be kept energized in order that the locomotive can proceed. The "circuit of the magnet 11 of the electro-pneumatic valve or other controlling device includes a direct current generatorl2, or other source of electrical energy, to which one terminal of the magnet 11 is connected, a switch 13, a switch 14,- caution electro-magnet 15, a switch 16 attracted by said magnet 15 against contacts 16 in said circuit, a conductor '17, a contact strip 18, a lever 19, a spring '20 connected to said lever to assist gravity in swinging the lever downwardly, a weight 21 suspended by said spring,-a contact 22 engaged by said weight, a conductor 23, a contact strip 24 engaged by a brush or finger 25 carried by a speed governor 26, and a conductor 27 leading from the brush 25 to the generator 12. Such circuit of the magnet 11 may therefore be opened by the opening of any of the switches 13,14 and 16, by the downward movement of the lover or switch 19 away from the contact strip 18, by the separation of the weight 21 from the contact 22, by the breakage or removal of the spring 20, or by the stopping of the governor 26, the strip '24 being of such a length that when the governor is stopped the brush 25 is moved below the lower end of said strip 24.

Another circuit, the greater portion of which is in common with the circuit just described, includes the generator 12, con ductor 83, danger 'electro-magnct 28 holding the switch 1 1 closed, a conductor 29, a coritact strip or segment 30 also enga ed by the lever or switch 19 and longer than the strip 18, spring 20, weight 21, contact 22, conductor 23, contact strip 24, brush 25 and conductor 27. This circuit is broken by the movement of the lever 19- downwardlyawav from the strip 30, the separation of the weight 21 and contact 22,-the breakage or removal of thespring 20, or the movement of the brush below the strip 24s when the governor is stopped. The opening of the sw1tchesl3, 142 and 16 will not affect the opening of the second normal circuit, inasmuch as the magnet 28, conductor 29 and strip form a shunt parallel with the switches 13, 14 and 16, the magnet 11, con doctor 17 and strip 18.

Rundown device.

The lever or switch 19, forms part of a run-down] device which is operable when passing a controlling station to obtain caution and danger conditions in succession by the removal oi? the lever 19 from the contact strips 18 and 80, respectively. The lever 19, when released, will swing down by gravity, assisted by the spring 20 which urges said lever downwardly.

The run-down movement of the lever or member 19 is in proportion to the speed or motion of the train or vehicle when passing the controlling station, and both the speed and amount of movement of the lever 19 de pend on the speed and amountof movement of the train, whereby to obtain a coordination of the several elements or devices, and

the end oi? the pawl overlaps or inter: cts the path of; movement oifthe toothed edge of the wheel, so that when the lever 19 released the pawl 42 will immediately drop on the toothed edge of the wheel 41. Said wheel is rotatcdin proportionto the speed and dis-- tance oftravel of the vehicle, so that the downward movement of the lever 19 will be in proportion to such speed and distance of travel of the vehicle. The pawl 42 engaging the corresponding tooth of the wheel 41 will also be moved downwardly positively by the frictional contact between the pawl and wheel, to assure of the lever 19 being moved downwardly in addition to the influence of theweight oi the lever andthe tension of the spring 20. The pawl 42'is disengaged from the wheel 41 when the lever 19 has moved downwardly over half way, the vehicle having travelled a predetermined distance, so that the lever 19 isremo-ved from the contact strip 18 just before the pawl'42 isdisengaged fromthe wheel 41. When the pawl 42 is removed from the wheel 41, after the wheel 41 has rotated through a prede termined angle determined by the corresponding distance of travel of the vehicle,

the lever 19 can drop-away from the contact strip 30. Should the pawl 42 or wheel 41 be broken away or removed, the lever 19 when released will bex free to swing downwardly at once to establish a danger condition by the removal of the lever 19 from the strip 30.

The run-down device isoperatively connected to a wheel of the vehicle or other ro ta ting member which moves according to the movement of the vehicle. Thus, as shown, the wheel 41 is integral with a gear wheel 48 that is connected by suitable gearing 44 with a wheel, axle or other corresponding rotary member of the vehicle, whereby the wheel 41 is rotated in proportion to the speed and distance of travel of the ve icle, the gearing 44 rotating the wheel 41 ineither direction of travel of the vehicle, whereby the wheel 41 i always rotates in the same direction whether the vehicle is proceeding with one end forward or the other. i

Resetting device.

A device is provided for resetting the lever or member 19' to its raised or initial position and for holding said lever in such position .As shown, this device includes a solenoid or electromagnet 31 which attracts through the'danger magnet 28 to let the switch 14 drop.

'lhe solenoid or magnet 31 is normally on ergized being disposed in the normally closed circuit incluoing the generator '12, conductor 33, solenoid 31, switch 34 under the influence of an alternating current electro-magnet 85, and conductor 2?. The switch 34 thus controls the circuitof the solenoid 81 to release the run-down lever or member 19 when the switch S4 is opened, and to restore or reset said lever when the switch is closed to enc" "iae the'solenoid.

A safety measure is provided in order that the removal, breairing or weakening oi? the spring 20 will give an indication or produce a condition that will avoid the vehicle proceeding with such spring absent or inoperative. of assuring of the spring being operative and functioning when thevehicle is proceeding.

As shown, the spring 20 is coiled and stretched or under tension, one end of the This is for the purpose spring being connected to the lever 19 and the other end being secured to the weight 21. The spring tends'toswing the lever 19 downwardly and to raise the weight 21, or to move said lever and weight toward one another, the movement of the lever 19 being prevented when the solenoi 31 is energized, and the weight 21 bearing against the contact'o'r bracket 22,'to'keep the circuits of the magnets 15 and 28 closed at his point. The provision of the weight 21 serves as a protection for the spring, assuring of the spring being in operative condition to prevent the circuits of the magnets 15 and 28 being opened. -Thus, if the spring should break oribe removed thecircuits of the magnets l5 and 28 would naturally be opened, to obtain a danger condition. Should the spring weaken or set so as to lose its tension, the weight 21 would be permi'ted to drop awayfrom the contact 22, thereby opening said circuits. l Vith the spring set or weakened, the slightest downward movement o the lever 19 would permit the weight 21 to separate from the contact 22, and the failure of the spring will therefore result in the circuit of the magnet 11 being opened without :fail. The spring 20 can therefore be used in addition to orin lieu of a weight, and the use of a spring is desirable because it has less inertia effect on the lever 19 than a weight would have, the spring moving the lever downwardly with a sharp action, and also permit-ting the lever to be raised quickly, whereas a weight might have a less rapid movement because of its inertia.

- ReZcasi'ng device.

- The lever or member 19 of the run-down device .is released whenever passing a nonmagneticrail section, sons to start the rundown operation to obtain the ultimate or danger condition, unless said run-down device is restored or reset. The run-down device may operate at other times, however, such as by the failure of current in the solenoid 31, by the stopping or failure of the-generator 12, or the breaking, grounding or shorting ofthe circuit of said solenoid, or the like.

in order to release the lever 19 when passing control stations of the track, a rail section 10 of manganese bronze or other nonmagnetic material is interposed in one rail of the track at each controlling station, to provide for inductive interruption to obtain a danger or train stopping condition whenever passing a controlling station, which in ductive interruption may be likened to the breaking or'interruption of a circuit.

The magnet 35 is controlled by a primaryv responsive device or element carried by the vehicle, which has an inductive relation with the rail of the track in which the nonmagnetic rail section 10 is disposed, whereby theinductive interruption offered by the rail section 10 will inductively affect such primary responsive device or element to sufficiently deenergize the magnet 35 to let the switch 34 drop open, therebydeenergizing the solenoid 31 by letting the circuit thereof open, so that the lever 19 will drop. As shown, the primary responsive element is in the form of a step-up transformer, including a secondary coil or winding 37 on a core 38 and connected in the circuit 36 of'the magnet 35, and a primary coil or winding 39 on said core connected in circuit with the alternating or changing current generator h The core 38 is of U-shape, as shown, with its ends directed toward the rail, whereby the iron or magnetic rail will complete the magnetic circuit for the transformer between the ends of the core 38, for the maximum or full enegrization of the circuit 36, including the magnet 35, whenthe primary responsive device is moving along the iron or magnetic portion of the rail. The ends of the core 38 can be extended downwardly at the inner side of the'rail in the path of the wheel flanges when magnets or inductors, as hereinafter described, are assembled with the rail section. WVhen the core 38 passes a non-magnetic rail section the magnetic circuit of the transformer is broken or interrupted between the ends of the core 38, thereby increasing the magnetic impedance in the core 38, and materially decreasing the current flowing in the circuit 36, whereby the magnet 35 is sufliciently deenergized to drop the switch 34-. This occurs whenever the core 38 is away from the iron or magnetic portion of the rail, and assures of a positive andreliable danger producing or train stopping condition unless other devices operate properly to avoid such condition, when passing a control station. Such primary responsive device or' element is thus inductively responsive to the rail so that the interruptionof an inductive relation between the responsive device and rail, such as caused. by the presence of a nonmagnetic rail section, will, like the break ing or opening of a circuit, result in the magnet 35 releasing the switch 2 1 to open thecircuit of the solenoid 31. The lever, or switch '19 is therefore released whenever passing a nonunagnetic rail section and unless said lever is picked up or reset a danger condition will be established.

Speed control governor.

A centrifugal governor 26 is provided for controlling the speed when proceeding under caution or danger conditions, and in order to protect the vehicle equipmentagainst failure of the governor while the vehicle is in motion, and to also assure of the run-down device beingoperable, the governor is geared to the run-down device, so that the goverdown device, which would prevent the lever 19 irom moving downwardly, the governor would also be stopped, the operation of the governor depending on the operation of the run-down device.

from the strip 24:, thereby opening the'circuit of the magnet 11 to stop the train.

In order to prevent the circuit through the strip 24: and brush 25 being opened when the vehicle is intentionally stopped, means is provided for bridging the gap between said strips-and brush when an intentional stop is made. 'Thus, as shown, a branch conductor4t5 is connected to the conductor 23, and a branch conductor 46 is connected to the brush 25, and said conductors arebridged by the throttle lever or control member i? of the locomotive or vehicle, when said lever or member is returned to initial position to shutofl? thepower. In this way, when the lever M" is moved to shut oil the power, for bringingthe vehicle to a stop, said lever bridges the contact strip 2d and brush 25, so that when the governor is stopped by the stopping of the vehicle, the circuit will not be broken at this point. This'will prevent the magnet 11 being deenergized when the train is stopped purposel but it the train is started by moving the lever l7, and the governor 26 fails to operate to again raise the brush 25 into engagement with the strip 24', the circuit will remain open between said strip and brush. The lever 17 having been removed fromthe conductors 1-5 and 46 will also open the circuit between said conductors, resulting in the magnet 11 being deenergized. The'governor :26 must therefore be operating when the train is moving, and protection is therefore provided for the governor to assure of its operation. An intentional stop can be made without the train being locked against-fin'ther movement inasmuch as the governor stops with the stopping ot the train, but the throttle or controlling lever being in initial position, during the non-movement of the train, eliminates the application of thebrakes as would otherwise occur it the governor were not operating and the lever L7 moved to apply the power. W'hen the lever 4-7 is moved'to apply the power,it remains, for a short distance of movement, in engagement with the terminalcontacts of the conductors 4:5 and 46, so that thetrain can bestarted to bring" the run-down device is turning, thereby giv-- When. the governor stops the brush 25 is moved downwardly away Caution speed control circuit.

Caution conditions prevail in the vehicle equipment when the lever 19 has been removed from the contactstrip l8,,to open the circuit of the caution magnet 15 so asto permit the switch 16 to drop open, said switch remaining open to enforce caution speed control until said switch is again closed. Under the 1 stated conditions,-the circuit of the magnet 11 includes a speed control shunt paralleling the magnet 15 and switch 16, which circuit is the caution speed control circuit. This circuit includes the generator 12, magnet1l, switches 13 and 14, conductor 48 connected between the switch 14 and magnet 15, a contact strip 49 arranged to be engaged bythe brush 25 when the vehicle is travelling below a predetermined speed (say from fifteen to thirty miles per hour or less), brush 25, and conductor 27. The strip 49 is of such a length that the brush 25 will be removed therefrom, to open such caution control circuit, when the allotted speed is exceeded, thereby deenergizin the magnet 11 to apply the brakes. aution speed control therefore ob tains when the switch 16 is open, and if the speed of the vehicle exceeds 'the maximum caution speed allowed, the brush 25 is lifted cit the contact strip" l9, thereby opening the circuit of the magnet 11 and applying the brakes until the speed is reduced to return the brush :25 to the strip 49.

Dang c1"- speed coat-r02 circuit.

A moreseduced speed is required under danger conditions than under caution con ditions, ali id the train must be brought to stop before it can proceed, after a danger indication is received by the vehicle equipmenhthis being brought about by the movement oi the lever 19 away from the contact strip 30, to open the circuit of the magnet 28 so as to permit the switch 1% to iov'e open. A danger speed control is eniiorcet whon-the-switch lis open and will continue until said switch is again closed. The danger speed control circuit shunts he magnet 28 and includes the generator 12, magnet 11, a conductor 50 connected tween the magnet 11 andswitch 13, electro-n'iagnet 53, a influence of said magnet 53,- acontact 5d, the brush 25 with the governor stopped, and conductor 27. Such circuit is only closed when the vehicle has been brought to stop, to bringthe brush 25 against the contact 54, said brush and contact only engaging one another when toe governor has come to a complete stop. The danger speed witch 52 under the.

' Contact strip 51, brush 25 and conductor.

27; The vehicle can then proceed belowthe maximum danger speed, and if such speed isexceeded, the brush 25 being removed fro-111 the strip 51 will not only deenergize the magnet 11,,butw1ll also deenergize the magnet 53, letting theswitoh52 drop. This will open the circuit through the contact strip 51, thereby keeping the brakesapplied until the train is again broughtvto a stop to return the brush 25 -to the contact 5 1i,v in which event the switch 52 is'again lifted into connection with the strip 51 so that the vehicle can again proceed under danger speed control. A' stop will be enforced, however, whenever the danger speed is exceeded. r

The dangerspeed control prevails whenever the switch 14 is open, and said switch is moved sufiiciently far away fromthe field of the magnet 28, so that said switch cannot be lifted and closed by themagnet- 28 even though saidmagnet is reenergized by the lifting of the lever 19 to again engage the contact strip 30. The switch 14 therefore remains open and enforces danger speed control until said switch is closed by some-other medium (the magnet 7 2 hereinafter described).

The speed permittedcunder danger conditions issufficiently slow to enable a quick stop to be made, but the train can proceed,

should the apparatus. be out of commission or other contingency exist, for otherwise the train might be locked against any advance movement with the brakes set.

Unless the lever 19 is restored or reset, when the primary responsive device'is passing the rail section 10, a danger condition will be established by the movement of the lever 19 awayfro-m the contact strip 30.

Tracie control elements.

As shown in Fig. 1, the control elements on the track are associatedvwith the nonmagneticrail section" 10, and comprise electro-magnets-orinductors 57 and a 58, each of whiclrincludesa core 59 and a coil or winding60 thereon. As shown, theco-res59 are U-shape and have their poles disposed at the tread otthe rail section l0-at the outer side oi said rail, and said cores can befasten'ed or secured in any suitable manner tothe rail section 10. The control elements of the trackcanthereiore be assembled with or attached to the rail section 10, and are disposed at that. side of the rail section op: posite to the side along which the primary responsive device moves, so as to prevent the primary responsive device being affected by the control electro-magnets or the cores thereof. lowever, the control; electromagnets be located away from the rail at the side orcenter of the track, and the secondary responsive device (described hereinafter) is such as to respond to the track magnets or I inductors. The cores 59 are such as-not to remain magnetized when the circuits of the coils 60 are opened, so that there is no residual magnetism in said cores for influencing the secondary responsive device in passing over the track;magnetswith their circuits broken. The coils 60 of the track magnets 57 and 58 are disposed in the respective circuits 61 and 62 with the track battery 63 or other sources of elec trical energy, and said circuits include the respective switches 64. and 65 held closed when the corresponding track electro-magnets 66 and 67 are energizede Said magnets 66 and 67 are located in the corresponding circuits of s gnal or semaphore apparatus (not shown), whereby under clear conditions both coils GOare energized with the,

magnets 66 and 67 energized and the switches 6d and 65 closed; the magnet 67 being energized and the magnet 68 deenergized when caution conditions exist, with the first controlmagnet 57 deenergized and the second control magnet 58 energized ;-'and both electro-magnets-GGand 67 deenergized under danger conditions, to deenergize both control magnets 57 and 58. The electromagnets will also be deenergized by failure of current, accidentalbreaking or shorting of the circuitsGl and 62, or thefailure of the magnets 66 and 67 to hold the switches (3-1 and (35 closed, the track circuits being normally closed.

The control magnets 57 and 58 are preterably spaced longitudinally from one another and from the ends of the rail section-10 the equal distances A, B and C.

Resetting circuit.

The secondary responsive device or ele ment carried by the vehiclecomprises, in the embodiment of the apparatus as shown in Fig; 1, an armature 55 magnetiaclly responsive to-the' control magnets 57 and 58.-

Such armature 55- is carried by aweighted lever 56 111OL1Il-tCl-TOI-OSClllLtlOn and'to; pass over the track magnets- 57 and 58, said control magnets when energized creatlng magarmature 55 to an energized control responds thereto.

will fail to be attracted to said control magnets. v i i The attraction of the armature 55 ,to a control magnetron the track will establish a resetting circuit, and the response of the nagnet isalso used iorrestoring or resetting the vehicle equipment, to terminate the speed control, but not unless one of the magnets 57 and 58 is energized and the armature 55 Such resetting circuit in cludes the generator 12, conductor 33, sol noid 31, a conductor 68 connected betweeiii the solenoid 31 and switch 3 1, a contact. 69 engaged by the switch or lever 56 when the armature 55 is attracted to the tracl; mag

net, switch 56, conductor 70 having electromagnets 71, 72and 73 therein, a contact H tobe engaged by the lever or switch in a predetermined position thereof, said le er v19, spring 20, weight 21, contact 22, conductor 23, contact strip 24:, brush 25, and conductor 27. Such circuit or the solenoid 31 bridges or shuntsthe switch 3d, which open while passing the non-magnetic rail section, in order that the solenoid 31 be energized for resetting the lever 19. Before such circuit can be closed, however, the lever 19 must have been released from the sole noid 31 and must have moved downwardly proportionately to the movement oi. the ve hicle, and with the proper operation, the

lever 19 will engage the contact 7d at the same time that the responsive devices or elements pass the first. magnet 57. Then, the lever 19cngag1ng the contact 7 1 and the armature 55 being attracted to the magnet 57' when energized, will close the circuit of the solenoid 31, so that the lever 19 is lifted back to normal or initial position, the pawl 42 dragging back across the teeth of the wheel 41. This circuit is opened immediately by lifting or the lever 19 away from the contact 74, and by the opening ol the switch 56 when the armature leaves the magnetic field, so that the solenoid 81 is therefore again deenergized to let the lever 19 drop, and it again starts on its downward movement. By the time the responsive devices reach. the second magnet 57, the lever 19 will again engage the contact 1 so that it the armature 55 is attracted by toe energized magnet 58, the solenoid s again energized to lift the lever 19. l liien the lever 19 is thusli'l ted twice, in'passing the control station, a clear condition is obtained, by stepping out oi. the danger condition, by such repeated restoration or resetting of the lever 19, but if the lever 9 is only reset or restored once when the flliP-r ture 55 passes the energized magnet 57, with the magnet 58 deenergized, a caution condi: tion is established, as will appear more fully hereinafter. With both magnets 57' and 58 deenergized a danger condition is obtained in the vehicle equipment as hereinafter describe] I, '1

The magnets 72 and 73 are associated with the respective danger and caution switches 14 and'16 inorder to raise said switches when the circuit or the conductor "70 1S closed as aforesaid, toclear the vehicle equipment in the event that the magnets 5" and 58 are energized, so that the failure of the armature 55 to respond to 'a tract: magnet will leave the vchlcle equipment under speed control if such condition existed when,

approaching the control station, even without anything else happening. This requires the cooperation of the secondary responsive element or device with the track elements to remove the speed control.

As a safety feature, the magnet 71 is arranged to attract the switch 13 and hold it closed, and a second ,electro-magnet 80, which is normally energized, holds the switch 13, closed. includes a conductor 81 connected to the magnet 80, the switch 56, a conductor 82, generator 12, and conductor 33. The switch 56 in its normal position bridges the gap between the conductors 81 and 82 to keep the magnet dO energized. When the armature 55 is. attracted to a track magnet, the magnet 80 is deenergized by the-opening of its circuit, and the switch 13 would drop open it themagnet 71- were not energized at the same timethat the magnet 80 is deenergized. r i

The magnets 71 and 80 have'drop-away The circuit of the magnet 80 9 characteristics of suliicient duration to hold the switch 13 closed while one magnet is deenergized during the closing ofthe cir cuit of the other magnet. Thus, when the switch 55 is removed from the conductors 81 and 82 against the contact 69, hereby/open ing the circuit of the magnet 89, and resul ing in the magnet 71 'beingenergized, the

magnet 80 is suliiciently slow-acting when becoming deener gized, to hold the switch 13 until the magnet '71 becomes energized. Gonversely, when the switch moves away from the contact 69 against the terminals or the conductors 81 and 82, to deenergize the magnet 71, said magnet is sufficiently slow-acting when becoming deenergizech; to hold the deenergized the circuit ofthe magnet lit-o stop-the train,

the sameaswhen the switch=14 is opened;- Reoersz'ng. switch In orderthat the vehicle equipment will be controlled when the vehicle or locomotive'is proceeding with either end for wardg it isot course essential to have a pair of tllK-ETBSPOE sive devicesat each side of the locomotive, i. e., associated with each rail, anda reversing switch-7 5 is used for'changing the con nections from oneset of responsive devices" The to the other, as will: be apparent. switch 'has contacts 76 towhich'the con ductors are connected-which lead to the-sew eral magnets and devicesof the vehicle equipment, and the cont-acts 7 6 normally engage-contacts '77 for the set of iesponsive' devices at the corresponding side" of the vehicle or engine. The switch 7 5'" is connected to the reversing lever 7 9; so that when said lever is swung to I reverse the" direction of travel of the engine; the switch 7 5 ismoved to remove thecontacts 7 6 from the contacts7 7 an'dto engage them in thesecond set of contacts 78 for the other set otrespon sive devices (not shown);

If the track electro-magnets are at the" centerof the track, theha singlesecondaryresponsive device at the'center of the track will be sufficient for the movement of the vehicle -witheither end forward, and if non-magnetic rail section 1013 provided" 111' each rail, .th'ent single primary responsive device will suflice.

Fig. 7 shows a device for automatically reversing the switch 75.

79 fitted frictionally on the axle 79 or other rotating member movable with the wheels of the locomotive, so that the band 79 is moved in opposite-directions when the-locomotive is moved forward and back ward. l/Vhen the axle 79 is rotated in'one direction the band 7 9 willbe moved'frictionally with said axle, to movethe' switch.

Operation for clear conditions. 7

When the track is clear ahead, both control magnets 57 and 5801' thecontrolling station are energized to create magneticfields in the path of the armature or responsive element 55 of the vehicle equipment. \Vheint the primary responsive'element or transformer passes from the ir'onportion otthe rail to the non-magnetic section 10, the open ing of the magneticcircuit of the primary and secondary windings 39-an'd 37, between the ends of the core 38, will, through themagnetic impedance in the core 38, mate The-switch'75 is connected to an arm 7 9 of a band orrin'g rially reduce theflow otcur-rent' in the circuit 36, whereby the switch 54: is released from the holding magnet thereby 0pe'n ing the circuit of the normally energized solenoid 31. This-will let'the lever l dr'op,

and the magnet 35 remains partially d'e energized while the primaryresponsive ele ment is passing along a non-magnetic rail section. The pawl 12 instantly drops-on the" wheel -ii and moves downwardly" with thetoothed edge ot-said wheel proportionatelyto the speed and distance of travel ofthe traiinso that by the time the armature 55 enters the magnetic field of the'inagnet57, the lever 19is engaging the contact 7 1', reqniring the lever 19' tomore downwardly the proper amount for the closing of the circuit controlled hythe armature55i- When the responsiveelements are passing the first magnet- 57, the lever'l9is reachiiig'the lower end or the contact strip 18, preparatorytd leaving said strip, but when the armature is attracted to the magnet 57 so astoinove' the switch 56'aga'inst thecontact 69, with the lever 19 engaging thecontact 7 1, tlie reset ring on restoring circuit-is closed. Said cir cult inc leg the generator 12, conductor 33,

solenoid 1, coi'iductor 68-,contact 69"," switch 56, conductor 70and magnets 71, 72" and 73 therein, contact 74; lever 19, spring 20, weight 21, contact 22, conductor 23, contact strip 24L, brush 25 and conductor 27. The response of the armature 55 to the en'ergi'zed track magnet will therefore nion'ientarily reenergize the solenoid 31 for liftin'g'the lever 19 to initial position, and the reset-' ting circuit is immediately broken hy the movement of the lever 19 away from the contact 7d and also'hy the release'of theatmature 55 when leavingthe magnet 57 It will be noted that if the lever 19sti'cks or moves downwardly too slowly, said levrwill not engage the contact 74" at the time the armature 55 passes the magnet 57, so that the resetting'or restoring circuit will not be closed, and a sufliciently retarded downward movement of the lever 19 will permit said lever to move away from'the contact strips 18 and 30, thus assuringofthe prope action of the lever 19 when passing the control station if a clear condition is to be obtained. Also, when passing an energizedtrack magnet so that the armature 55 is attracted to such magnet, the switch 56 being removed from the conductors 81 and 82 will deenergize the magnet 80, but, while the magnet is deenergized, the magnet- 71 controlling the same switch 18 is momentarily energized, to hold the switch 13 closed. However, should the switch 56 be removedfrom the conductors 81 and 82 when the armature 55 is not passing an energized track magnet, with the magnet 71 not energized, the switch 13 will be released to open the. circuit of the valve magnet 11 and thus require stopping of the train. This assures of the proper action oi the armature or secondary responsive element 55 and the improper movement thereof, either at the wrong time or by lure to return, will give a o indication. it this precautionary measure is not desired, theswitch 13, magnets 71 and 80, and conductors 81 and 82 are simply eliminated.

The resetting oi? thelever 19' and immediate release thereof will again start the lever on its downward movement as before, the pawl/ :2 engaging and moving down wardly wh the toothed edge of the wheel and by the timethe armature 55 enters magnetic field ot the second track magnet 58, the lever 15) again engages the contact 7 1, sothat the closingot the switch 56' against the contact 59 will again energize the resetting circuit to restore the lever 19' to initial position, as when passing the first magnet 57 of the controlling station The lever 19 is again released immediatelyand tor the third time staits downwardly, but

' before the lever passes awayi'r'rom the contact strip 18, the primary responsive element passes from the non-magnetic rail section 10 to the iron portion ot the rail, thereby reenergizing the magnet to close the switch titand keep, the solenoid 31 energized until the nextnon-magnetic rail section is reached. This will restore the lever 19 and hold it in raised position as when travelling along the magnetic or iron portion oi the rail in or through the block.

The tracl: magnets 5'? and 58 are preterably spaced equal distances from one another and "from the ends of the rail section 10, which is preferably of a standard length, the distances A, B and C being approxi mately equal, whereby the lever 19 moves from its initial raised position to the contact 74.1 when the vehicle travels the distance 1'1, B or C. In this way, the lever 19 enthe contact 74; when the secondary responsive clement passes the first track magnet 57, and it the lever is reset it will again reach the contact 7 1 when the secondary responsive element passes the second track magnet 58. 11"? the lever is again reset the primary responsive element will pass from the rail section 10 to the iron portion of the rail before the lever 19 moves from the strip 18, providii'ig the two resets of the lever 19 were obtained.

'llhus, with the'tracl: magnets bot-h energized and the track circuits unbroken, the responsive action of the secondary responsive element or arn'lature to the track magnets and the coordinated action ot the lever19 will step the vehicle equipment out of a danger condition by the resetting of the lever 19 repeatedly, and the lever will not be permitted to leave the contact strips 18 and 30, thereby keeping the caution vanced for the movement of the vehicle,

inasmuch as thebrush25 would move down: wardly away from the contact strip 24: to open the normal running circuit. The circuit is not broken between the strip 24 and brush 25, however, when making an intentional stop with the lever 47 in initial position to shut oil the power and to bridge the gap between the strip 24: and brush 25. Should the lever 47 be moved to start-the vehicle, with the governor atrest, the circuit would be broken between the brush 25 and strip 24 and also between the conductors 4:5 and 46, to give a danger indication or produce a danger condition, but. the tram could proceed at a slow speed.

Danger condition-s.

When danger conditions exist, either by the deenergization otthemagnets 57 and 58 by the intentional openingof the switches 6st and 65,or by the failure/of the track battery or circuits,"the track magnets-57 and 58 are dead or deenergized so that they cannot attract the armature or responsive element 55. Therefore, when the lever 19 is released by the movement ofthe primary responsive element alongthe non-magnetic rail section 10, such lever continues to move on down without interruption, the solenoid 31 remaining deenergized. By the time the responsive elementshave moved substantially midway between thetrack magnets 57 and 58, the lever 19, has moved half way down and leaves the contact strip 18, the first magnet 57. having been given an opportunity for restoring the run-down device. The lever 19 moving away from the strip 18 will open the circuit of the caution magnet 15 to let the switch 16 drop open, and, at the same time, the pawl 42 reaches the position where it leaves the wheel 41, thereby releasing the lever 19 for unrestricted downward movement away from the strip 80.; This will open the circuit of the danger magnet 28. This action will occur whenever the armature 55 is not attracted to. the first track magnet 57 thereby obtaining a danger condition at once and before the responsive elements pass the second track magnet 58, so that the first track magnet 57 must be energized for either caution or clear conditions. Howwill leftthe switch 14 drop open, and even passing a controlling station.

tlielength of the rail section 10, the solenoid 31 remaining deen'er'gized for a 'suiiic'ie'nt interval-of time to let the lever 19 be re moved from said contact strip 30, without fail. Q V

Thad-anger ma net 28 being dcenergized.

though thelcveria is again restored when the primary responsive element passes to the iron portion of the r'a'ih the switch 14 remainspm, being out of the magnetic distance away froin'th'e magnet 28 so as not tobe picked up by the magnet 28 itself. g 7

equipment under the speed control when The switc'hl i therefore remains open, to open the circuit of the valve magnet 11, and the train must bebronght to a stopbecause of the application of the brakes under such conditions. I

Whenthe train is brought'to a stop, the brush 25 engages the 'conta'ct'5 1, thereby closing a circuit including the generator 12,, valve magnet 11, conductor 50, magnet 53, switch 52, contact 5%, brush 25 and conductor 27, so that the brakes are released when the train: has come to a stand still. The magnet 53 beingcnergized will raise the switeh'52 and connect it with the danger contact strip 51, se that the circuit through the magnets 11 and53 is 'now closed by way oithe strip'51. This enables the train to proceed under a'slowspeed, which may be desirable or necessary under different trai fic conditions, but itthe speed permitted under dan er control is exceeded, the brush 25 is raisec 'away'ir'o'm the strip 51, thereby opening such circuit 1 and applying the brakes. The switeh 52 is also dropped away" from cennect'ion with the strip '51, thereb g agztin requiring the train to be brought to a stop before it eanpr'oceech The engineer or operator must therefore obey the speed control under danger conditions or the train will be stopped each time the ma'Ximmn danger speed is exceeded. The vehicle equipment having been set in this danger condition cannot be cleared without the actioii of the armature 55 and lever 19' in passing an energized trackmagnet 57. The danger condition is therefore continued through the bloclr 'and into the next block unless a clearing a'c'ti'on is obtained when 'Supposingthetrain to be'proceeding under danger control, when it passes a control station with the track magnet 57 energized, the armature 55 being attracted to said magnet and thelever 1'9 engaging the contact 74, as hereinbefore described, will energize the resetting circuit, and the magnets 72 and 73 in said circuit willbe energized to raise the switches 14; and 16, so that said switches will be held closed by therespective magnets 28 and 15, the switch 14 when open being sufficiently out of the influence of the magnet 28 to remain open until picked up by the magnet 72'. This will clear the vehicle equipment, providing the apparatus is in operative condition when the magnet 57 is passed. If the magnet 57 is de'energized, as for a danger condition, the danger control of the ve-' hicle is maintained even without anything else occurring, although the danger control is repeated by the downward movement of the lever-"19. Therefore, to restore either the caution switch 16 or the danger switch 1 the resettingcircult must be energized, the failure of which will leave the vehicle passing a control station and entering the next block. 7 p 7 A danger condition is also established by failure of current, breaking or shorting of circuits, failure of the spring 20, governor 2G and other elements 01' the apparatus, so that failures are on th side of safety.

Caution conditions.

When the train should proceed under caution speed control through a block, the first track magnet is energized and the second track magnet 58 is deenergized. The lever 19 is therefore reset when the armature55 passes and is attracted to the magnet 57, said lever l9'having been released with the primary responsive element moving along the non-magnetic rail section. When the armature 55 leaves the magnet 57, the lever 19 is again released and moved downwardly with the Wheel 41, the responsive devices having th distances B and O to move when the lever starts downwardly a'second time. The armature 55 passes the second magnet 58, which is deenergized.

without being attracted to said magnet, and when the armature 55 has moved past said magnet 58, about half way between said magnet and the corresponding end of the rail section 10, the lever 19 is moved downwardly sufliciently to be removed from the strip .18, so as to open the circuit of the magnet 15, although the Wheel 41 does not permit the lever 19'to drop away from the I strip 30 before the primary responsive elesive action, so as to open the circuit of the magnet 15 and permit the switch 16 to open the downward movement of the lever 19 is train.

not su'mcient to release said lever 19 from the wheel 411, thereby retaining the lever 19 in engagement with the strip 30, to keep the danger magnet 28 energized. The primary responsive element, under caution conditions, therefore returns to the iron portion of the rail beyondthe rail section before the lever 19 is'removed from the wheel 4L1 and strip 30, thereby avoiding a blocks, until the resetting circuit is ener gized, when passing a control station, with the first magnet 57 energized to attract the armature The clearing action is the same as under danger conditions. Thus, when the armature 55 is attracted to the magnet 57 and the lever 19 engages the contact 74:, to close the resetting circuit, the magnet 73 will be energized to pick up the switch 16 for clearing the vehicle equipment, said switch being held closed by the magnet whose circuit is again closed.

The response of thearmature to a track magnet and the proper positioning of the lever 19 to engage the contact Tel are necessary to obtain the clearing action. If both magnets 57 and 58 are deenergized when passing them under caution control, the danger condition is established.

Passing nonmagnetic crossings, etc.

The vehicle equipment can pass non-magnetic crossings, switch points, frogs, and short rail sections, which are less than half the lengthot the rail section 10 in length, without a danger or caution condition being established in the vehicle equipment which, if such condition were produced, would be objectionable because of the unnecessary stops or retarded movements of the It is the practice to use manganese bronze at crossings, switch points, frogs, and elsewhere to withstand wear, and the vehicle equipment will take care of itself when such non-magnetic portions are of a length less than one-half the length of the non-magnetic rail sections 1.0. When the primary responsive element passes a short non-magnetic portion in the rail, the magnet 35 is deenergized, and also the solenoid 31,

'tion 10 before the lever 19 is removed froin the contact strip 18. Consequently," before the lever 19 is released from the wheel 411 or removed from the strip 18, the primary responsive element again reaches an iron or magnetic portion of the rail, to restore the lever 19 by the reenergization of the magnet and solenoic. 31. In this way, any non-magnetic portions in the rail which are shorter than one-half the length of the rail section 10, will not affect jectionably.

if there are longer portions or sections of non-magnetic material in the rail, the intermittent resetting of the lever 19 can be obtained by associating with or attachin to the non-magnetic sections or portions at in tervals, iron armatures or pieces past which the primary responsive device moves, for reenergizing the magnet and restoring the lever 19 to keep said lever from moving away from the strips 18 and 30. It is also possible to have iron bars disposed along the inner sides of the non-magnetic portions of the rail for the cooperation of the primary responsive device to keep the magnet 35 and solenoid 31 energized, the same as when moving along an iron or magnetic portion of the rail.

Stop eliminating choice for Zmtg non-magnetic mil sections.

In Fig. 6 there is shown means or eliminating the stopping or retarding of the vehicle when there is a long section of nonmagnetic rail in the track, either in the prothe apparatus obtected portion or along unprotected territory, without requiring the use of armatures, iron bars or other means along the nonmagnetic rail section for intermittently or continually influencing the primary responsive element to reset or hold the lever 19.

The stop elimination is obtained by the provision of a permanent or electro-niagnet 101 disposed at the center of the track or some other suitable position a distance from the end of the long non-magnetic rail section 100, for attracting an armature 102 or other responsive device carried by a lever or switch 103 supported from the vehicle, for the attraction of the armature or the response thereof to the magnet when the brought into connection with branch or shunt conductors 17* and 29 connected to the conductors 17 and 20, respec ively, whereby the contact strips and and lever 19 can. be shunted while the vehicle is moving along the raii section 100. A. conductor 104i connects the switch 103 with a contact strip 106 that is engaged by the lever 19 when same has moved halt way down or further, seen in 6, so that when the lever 19 is down sufiiciently and the switch 103 is moved into engagement with the conductors 11 and 29?, the current from the caution inac'net 15 and dancer t) x: through the conductors gnet 28 can flow 17 anc 29*, resepctively, switch 1.03, condoctor 1, solenoid 105 and contact strip 106 to the lever 19, even though the lever 19 removed from the strips 18 and by the deenergization of the solenoid 31.

An electro-magnet 105 is disposed in the conductor 10 1 to attract and hold the second armature 113 carried by the switch 103, the armature 102 being the only one to he attracted by the magnet 101, and the magnet 105 being energized will hold the switch 103 in electrical connection with the conductors 17* and 29*. I

When the primary responsive element moves along the rail section 100, and the armature 102 passes over the magnet 1.01.

to be attracted thereto, the switch 103 is moved into connection with the conductors 1'? and 29 and the armature 113 being attracted by the magnet 105, the lever 19 having moved down into engagement with the strip 106, will shunt the contact strips 18 and 30, so that the lever19 can move completely down withoutdeenergizing the caution or danger magnets and 28. However, as soon as the primary responsive element is returned to an iron or magnetic portion of the rail, the magnet being reenergized will attract the switch 3 1 and close the circuit of the solenoid 31, so that the lever 19 is restored to initial position. The lever 19 being removed from the strip 106 will open the circuit of the magnet 105 and release the'armature 113, so that the switch 103 will be released and will return to normal position, thereby opening the shunts through the conductors 17 and 29 and restoring thecontrol as before. One 01" the magnets 101 can therefore be providednear the entrance end 0t each lonp non-magnetic ment moves from a non-magnetic to a magv netic portion of the rail, a safety magnet 108 is provided controlling a switch 114 in the conductor 27, whereby wl-ien the magnet 108 is completely deenergized, the cir cint of the magnet 11 is opened for stopping train. The magnet 108 is connected in lel with the magnet 35, and the mag a releases its switch 3 1 when the curis reduced by the movement of the core from an iron to a non-magnetic portion of the rail, but the switch 114 is not re leased from the magnet 108 unless the current is reenced still more or out 011 by the failure of the generator 10, the breaking or shorting oi the circuit, or other accident. A conductor 107 is connected to one terminal of the magnet 35, and a conductor 109 ects the other terminal of the magnet one terminal of the magnet 108. A condvctor 110 is connected to the other tershould the current tail for one reason or nod to release the switch 114. A pair of ontacts 11 is connected to the conductors and to be bridged by the switch 34; the magnet 35 is deenergized, due to vcnient of the primary responsive ele rent along a non-magnetic section of rail. Therefore, when the switch 103 is moved by the magnet 101 and held by the magnet 105, the circuit of the magnet 108 through the switch 103 is opened, but, the switch 3 1 having been released from the magnet 35 will shunt the switch 103, the switches 103 and 3 1 being in parallel, to keep the magnet 108 energized eventhough the current is reduced somewhat. The magnet 108 has a dropawa characteristic of sufiicient duration to prevent the switch 114 from opening during the interval that theswitch 103 is removed from the contacts 111 and the switch 341 engages the contacts 112, or during the inter al that the switch 3 1 is removed from the contacts 112 and switch 103 engages the contacts 111. In other words, the magnet 103 is sufficiently slowacting when being deenergized to hold the switch 11 1. closed for an interval si'itficiently lon to permit one of the switches 34.- and 103 to close the circuit 01" said magnet while the other switch is opened. I

Should the current tail, under the circumstances, the niagnet 108 will release the switch 114, so that the magnet mustbe supplied with current to keep the switch 11 1 closed, although the current is of reduced potential due to the movement of the core 38 along the non-magnetic rail section. This assures of current being supplied to the magnets and 108 or the establishment of danger conditions, so that when the core 38 moves along an iron or magnetic portion of the rail with the magnet 35 energized, the switch 3 1 will be raised to close the circuit of the solenoid 81. If the circuit of the solenoid 81 has been broken or crossed in the meantime, then the lever 19 will not be restored, and the switch 34: having been removed from the contacts 112, will open the circuit of the magnet 108 to stop the train. The lever 19 must therefore be restored to break the circuit of the magnet 105 and release the switch 103 so that it bridges the contacts 111, when the switch 3 1 is attracted by the reenergized magnet 35 in moving from a non-magnetic to a magnetic portion of the rail.

The apparatus will take care of itself as 1on as the DIlIIlZLl res onsive element.

moves along an iron or magnetic portion oi the rail, and the stop eliminating arrangement will only be put into action when the armature 102 passes over the special magnet 101 provided on the track, normal conditions being restored as soon as the nonmagnetic rail section has been passed.

Isolated mil section control elements.

although the isolated sections, it of non magnetic material, can be used in the nonmagnetic section 10. The longitudinal spacing of the isolated rail sections 57 and 58 with reference to the non-magnetic rail section 10 is the same as with the electro-mag nets 57 and 58, distances A, B and G being substantially the same as in the first form of apparatus.

The traclcpart of the apparatus includes partial track circuits 61 and 62 connected at corresponding ends with the isolated rail sections 57 and 58, respectively and connected at their opposite ends with the other portions of the rail, both of said circuits in cluding the track battery 63. Said circuits include the respective switches 64: and 65 which are held closed by the corresponding signal electro-magnets 66 and 67, when said magnets are energized. The circuits 61 and 62 are dead when the switches are opened, or when the battery or circuits fail, and the vehicle equipment must receive electrical energy from the track battery 63 in order to step out of a danger condition by the resetas presently described.

ting of the lever 19, the same as in the first form of apparatus excepting tor the cooperating elements of thevehicle and track.- The vehicle equipment is substantially the same as in the first torn'i, with a few exceptions, The same primary responsive element is used as in the first form apparatus, for deenergizing the magnet 35 and solenoid 31 when the primary responsive element passes a non-magnetic rail section, so that the lever 19 moves downwardly. p

The resetting circuit is somewhat different from that in the first form of apparatus, because of the use of the isolated rail sections for obtainin' gclear or caution conditions by stepping out of a danger condition, instead of the inductive elements. 1 Such resetting circuit in thevehicle equipment is only a partial circuit, requiring completion by the pa .rtial track circuit and only obtaining energy from the track battery. The resetting circuit includes the solenoid 31, conductor 68, a wheel or truck 69" of the vehicle or train to which the conductor 68 is connected in this term of apparatus, the correspond ing rail of the track, partial track circuit 61 including the liiattery .63 with the switch 6%. closed, isolated rail section 57 a contact shoe when passing over the isolated rail section 57 in contact'therewith, conductor 70 (corresponding to conductor 70 in the first form), the contacts 7 1 bridged by a switch 74; carried by the lever 19, and conductor 70 connected to the solenoid 31.. The switch 74 engages the contacts'M in.

the same position as whenthelever .19 in the first form engages the contact 741 Therefore, if the switch 64 of the track circuit 61 is closed by the energized magnet 66, and the shoe 55 bears on the isolated rail section 57 with the switch 74 bridging the contacts 74, the resetting circuit of the ve hicle equipment is closed by way of the partial track circuit 61 and the solenoid 31. will be energized from the track battery 63 to reset the lever 19. The resetting circuit is opened as soon as the shoe 55 leaves the rail section 57*, but the lever 19 can be reset a second time, in clear conditions, when i nctic rail sections. Thus, the shoe 55 is of pressure fluid from the cylinder so that the spring raises the shoe 55 and piston 83.

The weakening or breaking of the spring will do no harm even it the shoe is let down on the rail, excepting the wear on the shoe, and the normally raised shoe is used simply for the purpose of saving wear on the shoe when not passing control stations. An armature lever 87 is connected to the valve 86 to be attracted by a valve-opening electro-magnet 88 disposed in the circuit 89 with the conductors 27 and 33 leading to the generator 12. A switchfiOsfor the circuit B9 is carried by the switch 34, to normally open the circuit 89 when the nmgnet 35 is energized, but when the magnet 35 is deenergized in passing a nonmagnetic rail section, the switch 90 closes the circuit 89 and energizes the magnet 88 from the generator 12, to raise the. armature lever 87 and open the valve 86. Pressure fluid will then flow into the cylinder 84:. to depress the pisten 83 and force the shoe 555 under pressure against the rail to assure or" a good contact with the isolated rail sections 57 and 58 However, it the switches 64 and 6-5 are open, or the track circuits or battery fail, the resetting circuit of the vehicle equipment cannot be energized for resetting the lever 19 Danger, caution and clear conditions are established in substantially the same manner as in the first form of apparatus, but the solenoid 31 must be. energized from the track battery vtor the resetting operation to step out of a danger condition into eitherra caution or a clear condition. When the primaryresponsive elementreturns to the iron portion of the rail, the magnet 35 be ing reencrgized will close the switch 34 and open the switch .90, and the solenoid 81 is reenergiz ed for returning and holding the lever 19. The magnet 88 being deenergized will release the armature lever 87 to close the valve 86 so that the shoe 55* will be raised from the rail The value 86 may be an ordinary three-way valve whereby when the armature lever 87 moves downwardly, the air is shut off from the cylinder 84 and said cylinder is connected to the atmosphere to permit air \to escape therefrom, whereas when the lever 87 is raised, the air escape port is closed and the cylinder is connected with the supply of compressed :air.

This type of apparatus will not waste the energy of the battery 63, inasmuch as the track circuits 61 and 62% although the switches '64: and 65 are closed, will not be completed excepting when a train is passing the controlling station. It the insulation of the isolated rail section 57 and 58 should break down, then the track circuits would be closed across the insulation, and the resetting circuit of the vehicle would not receive current from the track battery, creating :a danger condition The same would be true it the insulation between the shoe 5'5 and truck or wheel 69 should break down,

because the resetting circuit would then not receive current from the track battery.

Gombz'naton' non-magnetic rail section and ramp control elements.

Fig. 3 illustrates the use of a ramp 91 in place of the inductivetrack elements of the first form and the isolated rail sections of the second form of apparatus, in connection with the nonmagnetic rail section 10.

The vehicle equipment is substantially the no as in the first form of apparatus, but the magnets 71 and 80, switch 18 and conductors 81 and 82 are eliminated, and the conductor 68 is connected to a wheel or truck 69 of the vehicle or tnain, as in the second form of apparatus, while the conductor is connected to .a shoe 55 that slides over the camp 91 for completing the resetting circuit through the ramp.

The ramp 91 is insulated or of insulating material, and is providedwith the contact plates or-bars 5? and 58 spaced apart the distance B from one another and spaced the distances A and C, respectively, from the ends of the non-magnetic rail section. Said 7 t 57 and 58 are connected by the ans 6]. and 62" with the rail, and such include the respective bridging switches 64 and 65 controlled by the signal circuit magnets 66 and 67. The bridges are opened when the switches are opened should the wires be broken, Therefore, with the switches 64 and 65 open or the track circuits broken, or should the shoe 55 be broken off or removed, 1" should the shoe fail to slide properly on the ramp, when passing a control station, the vehicle equipment would go to danger position by the action of the run-down device, due to the inductive interruption between the primary responsive element and the rail, caused by the presence of the non-magnetic rail sec tion 10. However, if the switch 6c is closed and the bridge 61 completed between the plate 57 and the rail, the shoe 51. in slidi g; on the plate 57 will complete the resetting circuit between the shoe 55 and wheel 69 by way of the bridge 61", so that the train equipment can be reset, the bridge 61" closing the circuit of the resetting devices between the shoe 55 and conductor 68 the same as resetting circuit of the first form or apparatus is closed by the movement of the switc 56 against the contact 69. If both switches 64: and 65 are closed, the vehicle equipment can be stepped out of danger condition into a clear condition, but it the switch 65 is open and the switch -6 closed,

the vehicle equipment will go to caution con-- dition, whereas it both switches 6-1 and -65 are open, and the bridges 61 and 62 broken, the vehicle equipment will not be reset while passing a non-magnetic rail section, thereby obtaining a danger condition.

This condition isualso obtained should the ramp be removed or displaced, the shoe 55" removed or displaced, or other failure ocour to prevent the resetting device from being operated. This type of apparatus quires no current on the track for bridges or partial track circuits 61 and (ii and the apparatus will produce a dan w condition even though the ramp or the shoeis removed, displaced or insulated by ice,

sleet or snow, the non-magnetic rail section assuring of a danger conditio-i'i when the re setting device fails to operate.

EzncZus'ioe ramp control.

L C1 therein, as in Fig. 3, with the bridges 61 and 62 and bridging switches 64 and G5 the same as in Fig. It will be noted that no track battery is necessary for the bridges or partial track circuits 61 and 62 nor is polarized current or a polarized relay necessary tor obtaining danger, caution and clear conditions. The plates 57* and 58 are spaced the distance l3 apart. and are spaced distances A and C, respectively, from the ends of the ramp.

The resetting circuit of the vehicle equipment is completed in the same manner as in the third form, requiring the track bri ye or partial circuit to be closed. the shoe 55 hearing on the plate 57 and, the switch Get closet, the resetting circuit includes the generator 12, conductor 33%, solenoid 31, conductor 68 connecting the solenoid with the wheel or truck 69, corresponding rail of the track, bridge or partial circuit 61 plate 57*, shoe 55, comluctor 70. contact T-l. lever .19 and other connections (as in Fig. 1) to the conductor 27. Therefore. with the shoe 55 hearing on the plate 57 and the switch (34. closed. the lever 19 being in engagement with the contact 74, the resetting circuit is closed to energize the solenoid 31 and reset the lever 19. it. second resetting oi the lever is obtainable when the shoe 55 passes over the plate 58 with the switch closed.

In this variation, the primary responsive device of the first three forms of apparati is substituted by a switch 361 connecting the solenoid 31 with the conductor}? to com- Thus, witlii plete the'circuit of the solenoid with the generator 12, noalternating current being used. The switch PA is carried by the shoe 55, so that when the shoe moves onto the ramp 9.1, the switch 34 is opened, thereby deencrgizing the solenoid 31 and letting the lever 19 move down for obtaining a danger condition, unless said lever is reset. The lever 19 engages the contact 71 1- at the time the shoe moves over the plate 57 and if the leverhas been reset it will again engage the contact 74 when the shoe 55 moves over the second plate 58*.

The primary action is the opening of the switch 34 when the shoe moves on the ramp, to deenergize the solenoid 31 and permit the run-down lever or member 19to operate, and a danger condition is brought about un less the resetting circuit is closed through the lever 19 and track elements. The operation of the vehicle equipment is otherwise substantially the same as in thefirst form of apparatus.

Selective resetting apparatus.

tion or clear conditions, instead of the rcpeated resetting operation as 1n the forms of apparati hereinbetore described. In other words, the lever 19 is only reset once,

when passing acontrolling station, for ob taining either caution or clear conditions,

and, to accomplish such result, the responsive elements are duplicated at opposite sides and other changes made accordingly.

A non-magnetic rail section 10 is interposed in each rail of the track at the con-- trolling station, and the caution electromagnet 58 is associated with one rail section 10 while the clear electro-magnet 57 is associated with the other rail section 10. Said magnets are located at opposite sides of the track and may be fastened to the outer sides of the rail sections, while the primary rcsponsive elements (one at each side) move along the inner sides of the rails. However. the primary responsive elements may be di-- rcctly over the rails itthe magnets 57 and 58 are spaced from the rails or otherwise arranged so as not to interfere with said primary responsive elements.

The track circuits 61 and 62 of the magnets 57 and 58, respectively, are substan tially the same as in the first form of apparatus, and have the corresponding switches 64 anc 65 therein controlled by the signal magnets 66 and 67. The magnet 57 is energized for clear conditions and the magnet 58 is energized for caution conditions, by the closin of the corresponding switches 6t and 65.

Two primary responsive elements are used, the primary windings 39 thereof being 

